2001 DODGE RAM Valve

VALVE BODY FINAL
(1) Install boost valve, valve spring, retainer and
cover plate. Tighten cover plate screws to 4 N´m (35
in. lbs.) torque.
(2) Insert manual lever detent spring in upper
housing.(3) Position detent ball on end of spring. Then hold
detent ball and spring in detent housing with
Retainer Tool 6583 (Fig. 313).
(4) Install throttle lever in upper housing. Then
install manual lever over throttle lever and start
manual lever into housing.
(5) Align manual lever with detent ball and man-
ual valve. Hold throttle lever upward. Then press
down on manual lever until fully seated. Remove
detent ball retainer tool after lever is seated.
(6) Then install manual lever seal, washer and
E-clip.
(7) Verify that throttle lever is aligned with end of
kickdown valve stem and that manual lever arm is
engaged in manual valve (Fig. 314).
(8) Position line pressure adjusting screw in
adjusting screw bracket.
(9) Install spring on end of line pressure regulator
valve.
(10) Install switch valve spring on tang at end of
adjusting screw bracket.
(11) Install manual valve.
(12) Install throttle valve and spring.
(13) Install kickdown valve and detent.
(14) Install pressure regulator valve.
(15) Install switch valve.
(16) Position adjusting screw bracket on valve
body. Align valve springs and press bracket into
place. Install short, upper bracket screws first and
long bottom screw last. Verify that valve springs and
bracket are properly aligned. Then tighten all three
bracket screws to 4 N´m (35 in. lbs.) torque.
(17) Perform Line Pressure and Throttle Pressure
adjustments. (Refer to 21 - TRANSMISSION/TRAN-
SAXLE/AUTOMATIC/VALVE BODY - ADJUST-
MENTS)
(18) Lubricate solenoid case connector O-rings and
shaft of manual lever with light coat of petroleum
jelly.
(19) Attach solenoid case connector to 3-4 accumu-
lator with shoulder-type screw. Connector has small
locating tang that fits in dimple at top of accumula-
tor housing (Fig. 315). Seat tang in dimple before
tightening connector screw.
(20) Install solenoid assembly and gasket. Tighten
solenoid attaching screws to 8 N´m (72 in. lbs.)
torque.
(21) Verify that solenoid wire harness is properly
routed (Fig. 316). Solenoid harness must be clear of
manual lever and park rod and not be pinched
between accumulator housing and cover.
Fig. 311 Converter Clutch And 3-4 Shift Valve
Springs
1 - RIGHT-SIDE SCREW
2 - 3-4 ACCUMULATOR
3 - 3-4 SHIFT VALVE SPRING
4 - CONVERTER CLUTCH VALVE SPRING
Fig. 312 Seating 3-4 Accumulator On Lower
Housing
1 - ACCUMULATOR BOX
2 - CONVERTER CLUTCH VALVE PLUG
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 473
VALVE BODY (Continued)

GOVERNOR BODY, SENSOR AND SOLENOID
(1) Turn valve body assembly over so accumulator
side of transfer plate is facing down.
(2) Install new O-rings on governor pressure sole-
noid and sensor.
(3) Lubricate solenoid and sensor O-rings with
clean transmission fluid.
(4) Install governor pressure sensor in governor
body.
(5) Install governor pressure solenoid in governor
body. Push solenoid in until it snaps into place in
body.
(6) Position governor body gasket on transfer
plate.(7) Install retainer plate on governor body and
around solenoid. Be sure solenoid connector is posi-
tioned in retainer cutout.
(8) Align screw holes in governor body and trans-
fer plate. Then install and tighten governor body
screws to 4 N´m (35 in. lbs.) torque.
(9) Connect harness wires to governor pressure
solenoid and governor pressure sensor.
(10) Install fluid filter and pan.
(11) Lower vehicle.
(12) Fill transmission with recommended fluid and
road test vehicle to verify repair.
Fig. 313 Detent Ball Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
Fig. 314 Manual And Throttle Lever Alignment
1 - THROTTLE LEVER
2 - MANUAL LEVER VALVE ARM
3 - MANUAL VALVE
4 - KICKDOWN VALVE
Fig. 315 Solenoid Harness Case Connector
Shoulder Bolt
1 - SOLENOID HARNESS CASE CONNECTOR
2 - 3-4 ACCUMULATOR HOUSING
Fig. 316 Solenoid Harness Routing
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS
2 - 3-4 ACCUMULATOR COVER PLATE
21 - 474 AUTOMATIC TRANSMISSION - 44REBR/BE
VALVE BODY (Continued)

INSTALLATION
(1) Check condition of O-ring seals on valve body
harness connector (Fig. 317). Replace seals on con-
nector body if cut or worn.
(2) Check condition of manual lever shaft seal in
transmission case. Replace seal if lip is cut or worn.
Install new seal with 15/16 deep well socket (Fig.
318).
(3) Check condition of seals on accumulator piston
(Fig. 319). Install new piston seals, if necessary.
(4) Place valve body manual lever in low (1 posi-
tion) so ball on park lock rod will be easier to install
in sprag.
(5) Lubricate shaft of manual lever with petroleum
jelly. This will ease inserting shaft through seal in
case.
(6) Lubricate seal rings on valve body harness con-
nector with petroleum jelly.
(7) Position valve body in case and work end of
park lock rod into and through pawl sprag. Turn pro-
peller shaft to align sprag and park lock teeth if nec-
essary. The rod will click as it enters pawl. Move rod
to check engagement.
CAUTION: It is possible for the park rod to displace
into a cavity just above the pawl sprag during
installation. Make sure the rod is actually engaged
in the pawl and has not displaced into this cavity.
(8) Install accumulator springs and piston into
case. Then swing valve body over piston and outer
spring to hold it in place.
(9) Align accumulator piston and outer spring,
manual lever shaft and electrical connector in case.
(10) Then seat valve body in case and install one
or two bolts to hold valve body in place.
(11) Tighten valve body bolts alternately and
evenly to 11 N´m (100 in. lbs.) torque.
(12) Install new fluid filter on valve body. Tighten
filter screws to 4 N´m (35 in. lbs.) torque.
(13) Install throttle and gearshift levers on valve
body manual lever shaft.
(14) Check and adjust front and rear bands if nec-
essary.
(15) Connect solenoid case connector wires.
(16) Install oil pan and new gasket. Tighten pan
bolts to 17 N´m (13 ft. lbs.) torque.
(17) Lower vehicle and fill transmission with
MopartATF +4, type 9602, fluid.
(18) Check and adjust gearshift and throttle valve
cables, if necessary.
Fig. 317 Valve Body Harness Connector O-Ring Seal
1 - CONNECTOR O-RINGS
2 - VALVE BODY HARNESS CONNECTOR
3 - HARNESS
Fig. 318 Manual Lever Shaft Seal
1 - 15/16©© SOCKET
2 - SEAL
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 475
VALVE BODY (Continued)

ADJUSTMENTS - VALVE BODY
CONTROL PRESSURE ADJUSTMENTS
There are two control pressure adjustments on the
valve body;
²Line Pressure
²Throttle Pressure
Line and throttle pressures are interdependent
because each affects shift quality and timing. As a
result, both adjustments must be performed properly
and in the correct sequence. Adjust line pressure first
and throttle pressure last.
LINE PRESSURE ADJUSTMENT
Measure distance from the valve body to the inner
edge of the adjusting screw with an accurate steel
scale (Fig. 320).
Distance should be 33.4 mm (1-5/16 in.).
If adjustment is required, turn the adjusting screw
in, or out, to obtain required distance setting.
NOTE: The 33.4 mm (1-5/16 in.) setting is an
approximate setting. Manufacturing tolerances may
make it necessary to vary from this dimension to
obtain desired pressure.
One complete turn of the adjusting screw changes
line pressure approximately 1-2/3 psi (9 kPa).
Turning the adjusting screw counterclockwise
increases pressure while turning the screw clockwise
decreases pressure.
THROTTLE PRESSURE ADJUSTMENT
Insert Gauge Tool C-3763 between the throttle
lever cam and the kickdown valve stem (Fig. 321).
Push the gauge tool inward to compress the kick-
down valve against the spring and bottom the throt-
tle valve.Maintain pressure against kickdown valve spring.
Turn throttle lever stop screw until the screw head
touches throttle lever tang and the throttle lever cam
touches gauge tool.
NOTE: The kickdown valve spring must be fully
compressed and the kickdown valve completely
bottomed to obtain correct adjustment.
Fig. 319 Accumulator Piston Components
1 - INNER SPRING
2 - ACCUMULATOR PISTON
3 - OUTER SPRING
4 - SEAL RINGS
Fig. 320 Line Pressure Adjustment
1 - WRENCH
2 - 1±5/16 INCH
Fig. 321 Throttle Pressure Adjustment
1 - HEX WRENCH (IN THROTTLE LEVER ADJUSTING SCREW)
2 - SPECIAL TOOL C-3763 (POSITIONED BETWEEN THROTTLE
LEVER AND KICKDOWN VALVE)
21 - 476 AUTOMATIC TRANSMISSION - 44REBR/BE
VALVE BODY (Continued)

OVERRUNNING CLUTCH CAM/OVERDRIVE
PISTON RETAINER
DESCRIPTION..........................580
OPERATION............................580
DISASSEMBLY..........................580
CLEANING.............................580
INSPECTION...........................580
ASSEMBLY............................581
PARK/NEUTRAL POSITION SWITCH
DIAGNOSIS AND TESTING................583
PARK/NEUTRAL POSITION SWITCH.......583
REMOVAL.............................583
INSTALLATION..........................583
PISTONS
DESCRIPTION..........................584
OPERATION............................584
PLANETARY GEARTRAIN/OUTPUT SHAFT
DESCRIPTION..........................585
OPERATION............................585
DISASSEMBLY..........................586
INSPECTION...........................587
ASSEMBLY............................588
REAR CLUTCH
DESCRIPTION..........................591
OPERATION............................592
DISASSEMBLY..........................592
CLEANING.............................593
INSPECTION...........................593
ASSEMBLY............................593
REAR SERVO
DESCRIPTION..........................594
OPERATION............................594
DISASSEMBLY..........................594
CLEANING.............................594
ASSEMBLY............................595
SHIFT MECHANISM
DESCRIPTION..........................595OPERATION............................595
ADJUSTMENTS.........................596
SOLENOID
DESCRIPTION..........................596
OPERATION............................597
SPEED SENSOR
DESCRIPTION..........................597
OPERATION............................597
THROTTLE VALVE CABLE
DESCRIPTION..........................597
ADJUSTMENTS.........................598
TORQUE CONVERTER
DESCRIPTION..........................600
OPERATION............................604
REMOVAL.............................605
INSTALLATION..........................605
TORQUE CONVERTER DRAINBACK VALVE
DESCRIPTION..........................605
OPERATION............................605
STANDARD PROCEDURE.................606
TORQUE CONVERTER DRAINBACK VALVE . 606
TRANSMISSION TEMPERATURE SENSOR
DESCRIPTION..........................606
OPERATION............................606
VALVE BODY
DESCRIPTION..........................607
OPERATION............................611
REMOVAL.............................625
DISASSEMBLY..........................626
CLEANING.............................637
INSPECTION...........................637
ASSEMBLY............................638
INSTALLATION..........................645
ADJUSTMENTS.........................646
AUTOMATIC TRANSMISSION -
46RE
DESCRIPTION
The 46RE (Fig. 1) is a four speed fully automatic
transmissions with an electronic governor. The 46RE
is equipped with a lock-up clutch in the torque con-
verter. First through third gear ranges are provided
by the clutches, bands, overrunning clutch, and plan-
etary gear sets in the transmission. Fourth gear
range is provided by the overdrive unit that contains
an overdrive clutch, direct clutch, planetary gear set,
and overrunning clutch.
The transmission contains a front, rear, and direct
clutch which function as the input driving compo-
nents. It also contains the kickdown (front) and thelow/reverse (rear) bands which, along with the over-
running clutch and overdrive clutch, serve as the
holding components. The driving and holding compo-
nents combine to select the necessary planetary gear
components, in the front, rear, or overdrive planetary
gear set, transfer the engine power from the input
shaft through to the output shaft.
The valve body is mounted to the lower side of the
transmission and contains the valves to control pres-
sure regulation, fluid flow control, and clutch/band
application. The oil pump is mounted at the front of
the transmission and is driven by the torque con-
verter hub. The pump supplies the oil pressure nec-
essary for clutch/band actuation and transmission
lubrication.
21 - 478 AUTOMATIC TRANSMISSION - 46REBR/BE

IDENTIFICATION
Transmission identification numbers are stamped
on the left side of the case just above the oil pan gas-
ket surface (Fig. 2). Refer to this information when
ordering replacement parts.
GEAR RATIOS The 46RE gear ratios are:
1st.................................2.45:1
2nd................................1.45:1
3rd.................................1.00:1
4th.................................0.69:11st.................................2.45:1
Rev..................................2.21
OPERATION
The application of each driving or holding compo-
nent is controlled by the valve body based upon the
manual lever position, throttle pressure, and gover-
nor pressure. The governor pressure is a variable
pressure input to the valve body and is one of the
signals that a shift is necessary. First through fourth
gear are obtained by selectively applying and releas-
ing the different clutches and bands. Engine power is
thereby routed to the various planetary gear assem-
blies which combine with the overrunning clutch
assemblies to generate the different gear ratios. The
torque converter clutch is hydraulically applied and
is released when fluid is vented from the hydraulic
circuit by the torque converter control (TCC) solenoid
on the valve body. The torque converter clutch is con-
trolled by the Powertrain Control Module (PCM). The
torque converter clutch engages in fourth gear, and
in third gear under various conditions, such as when
the O/D switch is OFF, when the vehicle is cruising
on a level surface after the vehicle has warmed up.
The torque converter clutch will disengage momen-
tarily when an increase in engine load is sensed by
the PCM, such as when the vehicle begins to go
uphill or the throttle pressure is increased. The
torque converter clutch feature increases fuel econ-
omy and reduces the transmission fluid temperature.
Since the overdrive clutch is applied in fourth gear
only and the direct clutch is applied in all ranges
except fourth gear, the transmission operation for
park, neutral, and first through third gear will be
described first. Once these powerflows are described,
the third to fourth shift sequence will be described.
1 - TORQUE CONVERTER 11 - DIRECT CLUTCH
2 - INPUT SHAFT 12 - PLANETARY GEAR
3 - OIL PUMP 13 - OUTPUT SHAFT
4 - FRONT BAND 14 - SEAL
5 - FRONT CLUTCH 15 - INTERMEDIATE SHAFT
6 - REAR CLUTCH 16 - OVERDRIVE OVERRUNNING CLUTCH
7 - PLANETARIES 17 - DIRECT CLUTCH SPRING
8 - REAR BAND 18 - OVERDRIVE PISTON RETAINER
9 - OVERRUNNING CLUTCH 19 - FILTER
10 - OVERDRIVE CLUTCH 20 - VALVE BODY
Fig. 2 Transmission Part And Serial Number
Location
1 - PART NUMBER
2 - BUILD DATE
3 - SERIAL NUMBER
21 - 480 AUTOMATIC TRANSMISSION - 46REBR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)

FOURTH GEAR POWERFLOW
Fourth gear overdrive range is electronically con-
trolled and hydraulically activated. Various sensor
inputs are supplied to the powertrain control module
to operate the overdrive solenoid on the valve body.
The solenoid contains a check ball that opens and
closes a vent port in the 3-4 shift valve feed passage.
The overdrive solenoid (and check ball) are not ener-
gized in first, second, third, or reverse gear. The vent
port remains open, diverting line pressure from the
2-3 shift valve away from the 3-4 shift valve. The
overdrive control switch must be in the ON position
to transmit overdrive status to the PCM. A 3-4
upshift occurs only when the overdrive solenoid is
energized by the PCM. The PCM energizes the over-
drive solenoid during the 3-4 upshift. This causes the
solenoid check ball to close the vent port allowing
line pressure from the 2-3 shift valve to act directly
on the 3-4 upshift valve. Line pressure on the 3-4
shift valve overcomes valve spring pressure moving
the valve to the upshift position. This action exposes
the feed passages to the 3-4 timing valve, 3-4 quick
fill valve, 3-4 accumulator, and ultimately to the
overdrive piston. Line pressure through the timing
valve moves the overdrive piston into contact with
the overdrive clutch. The direct clutch is disengaged
before the overdrive clutch is engaged. The boost
valve provides increased fluid apply pressure to the
overdrive clutch during 3-4 upshifts, and when accel-
erating in fourth gear. The 3-4 accumulator cushions
overdrive clutch engagement to smooth 3-4 upshifts.
The accumulator is charged at the same time as
apply pressure acts against the overdrive piston.
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
Automatic transmission problems can be a result of
poor engine performance, incorrect fluid level, incor-
rect linkage or cable adjustment, band or hydraulic
control pressure adjustments, hydraulic system mal-
functions or electrical/mechanical component mal-
functions. Begin diagnosis by checking the easily
accessible items such as: fluid level and condition,
linkage adjustments and electrical connections. A
road test will determine if further diagnosis is neces-
sary.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basic procedures are required. One procedure
for vehicles that are drivable and an alternate proce-
dure for disabled vehicles (will not back up or move
forward).
VEHICLE IS DRIVEABLE
(1) Check for transmission fault codes using DRBt
scan tool.(2) Check fluid level and condition.
(3) Adjust throttle and gearshift linkage if com-
plaint was based on delayed, erratic, or harsh shifts.
(4) Road test and note how transmission upshifts,
downshifts, and engages.
(5) Perform hydraulic pressure test if shift prob-
lems were noted during road test.
(6) Perform air-pressure test to check clutch-band
operation.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift or
throttle linkage.
(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged drive plate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmis-
sion is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and con-
trol cable adjustments have been checked and
adjusted if necessary. Verify that diagnostic trouble
codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analy-
sis of transmission operation.
Operate the transmission in all gear ranges. Check
for shift variations and engine flare which indicates
slippage. Note if shifts are harsh, spongy, delayed,
early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means
clutch, band or overrunning clutch problems. If the
condition is advanced, an overhaul will be necessary
to restore normal operation.
A slipping clutch or band can often be determined
by comparing which internal units are applied in the
various gear ranges. The Clutch and Band Applica-
tion chart provides a basis for analyzing road test
results.
21 - 486 AUTOMATIC TRANSMISSION - 46REBR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)

CLUTCH AND BAND APPLICATION CHART
SHIFT
LEVER
POSITIONTRANSMISSION CLUTCHES AND BANDS OVERDRIVE CLUTCHES
FRONT
CLUTCHFRONT
BANDREAR
CLUTCHREAR
BANDOVER-
RUNNING
CLUTCHOVER-
DRIVE
CLUTCHDIRECT
CLUTCHOVER-
RUNNING
CLUTCH
Reverse X X X
Drive -
FirstXXXX
Drive -
SecondXX X X
Drive -
ThirdXX XX
Drive -
FourthXX X
Manual
SecondXXXXX
Manual
FirstXXX X X
Note that the rear clutch is applied in all forward
ranges (D, 2, 1). The transmission overrunning clutch
is applied in first gear (D, 2 and 1 ranges) only. The
rear band is applied in 1 and R range only.
Note that the overdrive clutch is applied only in
fourth gear and the overdrive direct clutch and over-
running clutch are applied in all ranges except fourth
gear.
For example: If slippage occurs in first gear in D
and 2 range but not in 1 range, the transmission
overrunning clutch is faulty. Similarly, if slippage
occurs in any two forward gears, the rear clutch is
slipping.
Applying the same method of analysis, note that
the front and rear clutches are applied simulta-
neously only in D range third and fourth gear. If the
transmission slips in third gear, either the front
clutch or the rear clutch is slipping.
If the transmission slips in fourth gear but not in
third gear, the overdrive clutch is slipping. By select-
ing another gear which does not use these clutches,
the slipping unit can be determined. For example, if
the transmission also slips in Reverse, the front
clutch is slipping. If the transmission does not slip in
Reverse, the rear clutch is slipping.
If slippage occurs during the 3-4 shift or only in
fourth gear, the overdrive clutch is slipping. Simi-
larly, if the direct clutch were to fail, the transmis-
sion would lose both reverse gear and overrun
braking in 2 position (manual second gear).
If the transmission will not shift to fourth gear, the
control switch, overdrive solenoid or related wiring
may also be the problem cause.This process of elimination can be used to identify
a slipping unit and check operation. Proper use of
the Clutch and Band Application Chart is the key.
Although road test analysis will help determine the
slipping unit, the actual cause of a malfunction usu-
ally cannot be determined until hydraulic and air
pressure tests are performed. Practically any condi-
tion can be caused by leaking hydraulic circuits or
sticking valves.
Unless a malfunction is obvious, such as no drive
in D range first gear, do not disassemble the trans-
mission. Perform the hydraulic and air pressure tests
to help determine the probable cause.
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST
Hydraulic test pressures range from a low of one
psi (6.895 kPa) governor pressure, to 300 psi (2068
kPa) at the rear servo pressure port in reverse.
An accurate tachometer and pressure test gauges
are required. Test Gauge C-3292 has a 100 psi range
and is used at the accumulator, governor, and front
servo ports. Test Gauge C-3293-SP has a 300 psi
range and is used at the rear servo and overdrive
ports where pressures exceed 100 psi.
Pressure Test Port Locations
Test ports are located at both sides of the transmis-
sion case (Fig. 9).
Line pressure is checked at the accumulator port
on the right side of the case. The front servo pressure
port is at the right side of the case just behind the
filler tube opening.
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 487
AUTOMATIC TRANSMISSION - 46RE (Continued)